JP3399610B2 - Vehicle control device - Google Patents

Abstract

PURPOSE:To positively keep the awakening state of driver by attaching an appropriate fluctuation on the motion of vehicle. CONSTITUTION:A rear wheel steering control means 31 which performs the steering control of a rear wheel based on a basic steering ratio, and a fluctuation giving means 40a which gives fluctuation to the turning motion of the vehicle by varying the control value of a rear wheel steering angle at every stimulus time interval set by a time interval setting part 41a are provided at a four-wheel drive vehicle. A running environment detecting means 50a which detects running environment based on a speed fluctuation ratio or accelerator fluctuation ratio is provided, and the stimulus time interval can be set by changing corresponding to the speed fluctuation ratio, etc. A dozing state detecting means which detects a dozing state based on the number of beats or steering angle power spectrum is provided, and the fluctuation can be attached when the dozing state occurs.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a vehicle control device for forcibly imparting fluctuations to vehicle motion in order to prevent the driver from falling asleep.

[0002]

2. Description of the Related Art Hitherto, there has been proposed one in which the motion characteristics of a vehicle are changed according to the traveling environment of the vehicle (see, for example, Japanese Patent Application Laid-Open No. 2-241935). This control device classifies road conditions into urban roads, highways, uphill roads and congested roads, and stores in advance throttle opening characteristic storage means, which is determined according to various road conditions, in a throttle opening characteristic storage means. By selectively designating a specific road condition from the road conditions preset in the setting means, the throttle opening characteristic is changed according to the road condition.

[0003]

By the way, one of the purposes of performing control for changing the motion characteristics of a vehicle as in the above-mentioned proposed control device is to continue stable driving in a relaxed state even if the road conditions are different. However, if only the control for maintaining the stable running state of the vehicle is pursued, the driver becomes too relaxed and becomes drowsy. Therefore, in developing a control device for a vehicle, it is necessary to maintain a stable running state, while it is necessary to always keep the driver awake even in a stable running state.

However, the tendency of the driver to stay awake or sleepy depends on the driving environment. Moreover, it is extremely difficult to accurately detect that the driver is drowsy, because the living body state of the driver during driving differs depending on the individual driver.

The present invention has been made in view of such circumstances, and an object of the present invention is to actively maintain the awake state of a driver by imparting an appropriate variation to the motion of the vehicle. It is to plan.

[0006]

In order to achieve the above object, the invention as set forth in claim 1 finds that there is a periodicity in the phenomenon of causing drowsiness of the driver , and the driver is drowsiness.
Focusing on the fact that the cycle of the event fluctuates according to the driving environment, it is configured as follows. That is, FIG.
As shown in FIG. 2, a motion state quantity detecting means 60 for detecting the motion state quantity of the vehicle or the driver, and a control means 30 for controlling the motion of the vehicle based on the motion state quantity detected by the motion state quantity detecting means 60. Prepare Then, the control means 30 is arranged so that the motion of the vehicle changes at predetermined intervals.
Change means 40 for giving a change to the control amount for each of the predetermined periods, and a running environment detecting means for detecting the running environment of the vehicle.
50, and the fluctuation providing means 40 is provided with the traveling environment.
A change is detected according to the traveling environment detected by the detection means 50.
The time interval setting unit 41 for changing and setting the time interval to be given
The configuration is provided .

The inventions set forth in claims 2 to 4 specifically specify the mode of setting the time interval in the invention set forth in claim 1 . That is, according to the second aspect of the invention, the traveling environment detecting means 50 is configured to detect the variation rate of the vehicle speed as the state of the traffic flow in the traveling environment,
The time interval setting unit 41 is configured to lengthen the time interval when the vehicle speed fluctuation rate detected by the traveling environment detecting means 50 has a large value as compared to when it has a small value. Further, in the invention according to claim 3 , the traveling environment detecting means 50 is configured to detect the variation rate of the accelerator operation amount of the driver as the state of the traffic flow in the traveling environment, and the time interval setting unit 41 is configured to perform the traveling. When the accelerator operation fluctuation rate detected by the environment detecting means 50 has a large value, the time interval is made longer than when it has a small value. Further, in the invention according to claim 4 , the traveling environment detecting means 50 is configured to detect the road condition on which the vehicle is traveling, and the time interval setting unit 41 changes and sets the time interval according to the road condition. It is to be configured.

According to a fifth aspect of the present invention, in addition to the first aspect of the present invention, a drowsy state detecting means 70 for detecting the drowsy state of the driver is provided. Then, the variation giving means 40 is configured to give a variation when the dozing state detecting means 70 detects the dozing state of the driver.

The invention according to claim 6 or 7 is
In the invention according to claim 5 , the dozing state detecting means is specifically specified. That is, according to the invention of claim 6 , the heart rate detecting means 80 for detecting the actual heart rate of the driver is provided, and the doze state detecting means 70 is actually operated based on the actual heart rate detected by the heart rate detecting means 80. Calculate the amount of heartbeat fluctuation, which is the degree of heart rate fluctuation,
The configuration is such that the driver's dozing state is detected based on the heartbeat fluctuation amount. Further, the invention according to claim 7 is provided with a steering state amount detecting means 61 for detecting the steering state amount of the steering wheel of the driver, and the dozing state detecting means 70 is used for the steering operation state amount detected by the steering state amount detecting means 61. Based on the above, it is configured to detect the dozing state of the driver.

The invention according to claim 8 is the invention according to claim 1.
As in the case of
Detecting exercise state quantity 60 and detecting this exercise quantity
Motion of the vehicle based on the motion state quantity detected by the means 60
The control means 30 for controlling the
The control amount of the control means 30 is set to the predetermined value so as to change every time.
A variation providing unit 40 that provides variation for each period.
Furthermore, a weather condition detecting means 62 for detecting a weather condition,
When weather conditions detected by the weather conditions detecting means 62 is ill-conditioned, in which a structure and a change making prohibiting means 90 prohibits the application of variations due to the change making means 40.

The invention according to claim 9 is the invention according to claim 1.
As in the case of
Detecting exercise state quantity 60 and detecting this exercise quantity
Motion of the vehicle based on the motion state quantity detected by the means 60
The control means 30 for controlling the
The control amount of the control means 30 is set to the predetermined value so as to change every time.
A change giving means 40 for giving a change for each period,
The control means 30 controls steering of the front wheels or the rear wheels separately from steering steering, and the variation giving means 40
Is configured to give fluctuation to the turning motion of the vehicle.

The invention according to claim 10 is the same as claim 1
In the invention described above, the control means 30 controls the opening degree of the throttle valve of the engine, and the variation giving means 4
0 is configured to give a variation to the longitudinal movement of the vehicle.

Furthermore, the invention of claim 11, wherein the claim
In the invention described in 1 , the variation giving means 40 is configured to have an upper limit value of the variation width of the control amount and to give the variation within a range not exceeding this upper limit value.

[0014]

With the above construction, in the invention according to claim 1,
The movement of the vehicle is controlled by the control means based on the detection value from the movement amount detecting means. Then, the change amount is given to the control amount by the control means at every predetermined period, and the movement of the vehicle is changed at each predetermined period. Since the driver is stimulated by this change, he is awakened even if he is drowsy, and the awake state is maintained. In this case, since the stimulus is not continuously applied but periodically for each predetermined period, the driver is not accustomed to the stimulus, and the stimulus is applied each time, so that the awake state is actively maintained. In addition to this effect , the time interval of the stimulus given to the driver is changed by the time interval setting unit of the variation giving unit according to the running environment detected by the running environment detecting unit, so that it is appropriate according to the running environment. The driver is stimulated at regular intervals.

According to the second aspect of the invention, in addition to the operation of the first aspect of the invention, the time interval has a small value when the value of the vehicle speed fluctuation rate detected by the traveling environment detecting means is a large value. Because it will be longer than time, the vehicle speed changes drastically,
This is in line with the tendency for drivers to become tense and drowsy longer, avoiding unnecessary changes in vehicle movement during such long periods. Further, in this case, since the situation of the traffic flow is judged based on the vehicle speed fluctuation rate, when the vehicle speed fluctuation rate is on the high side, the traffic flow needs to drastically increase or decrease the vehicle speed. When the vehicle speed fluctuation rate is on the small value side,
Since the situation of the traffic flow is accurately detected such that the vehicle speed is not so much increased or decreased, the time interval is appropriately changed according to the traffic flow situation.

According to the invention of claim 3 , in addition to the operation of the invention of claim 1 , the time interval is a small value when the value of the accelerator operation fluctuation rate detected by the traveling environment detecting means is a large value. Since it is made longer than the time of the above, it corresponds to the tendency that the amount of accelerator operation fluctuates drastically, and thereby the driver becomes nervous and drowsiness becomes longer, which is similar to the invention according to claim 2. It avoids situations that lead to unwanted changes in vehicle motion during long periods. Further, in this case, since the situation of the traffic flow is judged based on the accelerator operation variation rate, the time interval can be appropriately changed according to the situation of the traffic flow, as in the invention of claim 3. Done. That is, when the accelerator operation fluctuation rate is on the high side, the traffic flow is in a severe situation where it is necessary to increase or decrease the accelerator operation quantity violently, and when the accelerator operation fluctuation rate is on the low side, the accelerator operation quantity is increased or decreased. Since the traffic flow situation is accurately detected such that the traffic flow is in a calm situation, the time interval is appropriately changed according to the traffic flow situation.

According to the invention described in claim 4 , in addition to the operation according to the invention described in claim 1 , the time interval is changed and set in accordance with the road condition detected by the traveling environment detecting means. The stimulus is applied at appropriate time intervals corresponding to the tendency that the driver's tension changes according to the change in the drowsiness cycle. And by changing the time interval in response to the tendency that the cycle of drowsiness becomes longer in bad situations such as urban areas and becomes shorter in good situations such as expressways, it becomes possible to A situation that would cause an unwanted change in vehicle motion at is avoided.

According to the invention of claim 5 , in addition to the operation according to the invention of claim 1, when the doze state of the driver is detected by the doze state detecting means, the variation is given by the variation giving means. , Only when the driver becomes drowsy. As a result, the driver's awake state is accurately maintained without causing unnecessary fluctuations in vehicle behavior in the awake state of the driver.

According to the sixth aspect of the present invention, in addition to the operation of the fifth aspect of the present invention, the driver's dozing state is controlled by the heart rate fluctuation amount indicating the degree of fluctuation of the actual heart rate detected by the heart rate detecting means. Since the value is detected depending on the value, the driver's dozing state is accurately detected. That is, the above-mentioned heartbeat fluctuation amount has a relatively small value when the driver is in a tense state and the function of the parasympathetic nerve is weakened, while the driver has a relatively large value when the driver is in a relaxed state. Since it has the physiological property of becoming, it becomes possible to more objectively grasp the degree of internal relaxation of the driver by the change in the heartbeat fluctuation amount. Can be accurately detected. In addition, since the fluctuation amount of the heartbeat fluctuation due to the change in the driver's relaxation degree is larger than the fluctuation amount of the actual heart rate, it becomes possible to detect the driver's dozing state with high sensitivity and awaken the driver. It is possible to give a stimulus for causing it with high sensitivity.

In the seventh aspect of the invention, in addition to the operation of the fifth aspect of the invention, the driver's dozing state is detected based on the value of the steering amount of the driver's steering wheel. That is, when the driver intentionally steers the steering wheel, there is a certain upper limit to the steering wheel speed even when the vehicle is on a sharp curve.
In the case of steering steering that occurs when the driver is drowsy, a sudden steering steering that exceeds the above upper limit sometimes occurs in addition to a conscious operation. Therefore, it is possible to detect the occurrence of the driver's dozing state by detecting the occurrence of steering steering that exceeds the upper limit in normal conscious steering steering.

According to the eighth aspect of the present invention, in addition to the operation according to the first aspect of the present invention, when the meteorological condition detected by the meteorological condition detecting means is a bad condition such as a rainy state or a snowy state, The fluctuation giving prohibiting means prohibits the fluctuation giving by the fluctuation giving means. As a result, the occurrence of fluctuations in the vehicle motion is avoided under adverse weather conditions, and safety is ensured.

In the ninth aspect of the present invention, in addition to the operation of the first aspect of the present invention, the change control means changes the steering control amount of the front wheels or the rear wheels from the original control amount by the control means. However, this causes a change in the turning motion of the vehicle. Therefore, the acceleration acting in the lateral direction of the vehicle changes, and the driver feels this change to be stimulated to awaken the driver.

According to a tenth aspect of the invention, there is provided the above-mentioned first aspect.
In addition to the action of the invention described above, the control amount of the opening degree of the throttle valve is changed from the original control amount by the control device due to the change imparted by the change imparting means, whereby the increase or decrease in the vehicle speed suddenly changes to a degree The acceleration acting in the front-back direction changes. When the driver feels this change, the driver is stimulated to awaken the driver.

According to the invention of claim 11 , the above-mentioned claim 1
In addition to the action of the invention described above, since the variation is imparted by the variation imparting means within a range not exceeding the upper limit value of the variation range, the vehicle motion excessively fluctuates beyond the variation necessary for awakening the driver. This is prevented and more safety is ensured.

[0025]

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT An embodiment of the present invention will be described below with reference to FIGS.

<First Embodiment> FIG. 2 is a schematic plan view of a vehicle according to the first embodiment. The first examples are intended according to the invention of claim 1, wherein the wheel steering angle control after a four-wheel steering vehicle, according to claim 1, 2, 4
Alternatively, it corresponds to each invention described in item 9 .

-Overall Structure-First, the structure of the four-wheel steering vehicle will be described.

In the figure, 1 is a steering wheel, 2 and 2 are left and right front wheels, 3 and 3 are left and right rear wheels, and 10 is a front wheel steering device for steering the left and right front wheels 2 and 2 by operating the steering wheel 1. , 20 are rear wheel steering devices as steering means for steering the left and right rear wheels 3, 3 separately from the operation of the steering wheel 1.

The front wheel steering apparatus 10 has a relay rod 11 arranged in the vehicle width direction, and both ends of the rod 11 are tie rods 12 and 12 and a knuckle arm 1, respectively.
It is connected to the left and right front wheels 2, 2 via 3, 13.
The relay rod 11 is provided with a rack-and-pinion mechanism 14 that moves the relay rod 11 left and right in conjunction with the operation of the steering wheel 1. The left and right front wheels 2 and 2 are steered by different angles.

On the other hand, the rear wheel steering device 20 has a relay rod 21 arranged in the vehicle width direction, as in the case of the front wheel steering device 10, and both ends of the rod 21 are tie rods 22 and 22, respectively. And the left and right rear wheels 3, 3 via the knuckle arms 23, 23. The relay rod 21 is provided with a centering spring 24 for urging the rod 21 to a neutral position, and a rack and pinion mechanism 25. A clutch 26, a speed reduction mechanism 27, and a motor 28 are associated with this mechanism 25, and the relay rod 21 is moved in the vehicle width direction via the rack and pinion mechanism 25 by the rotational driving of the motor 28 when the clutch 26 is engaged. The rear wheels 3 and 3 are moved and steered by an angle corresponding to the rotation amount of the motor 28. And the motor 2
8 is driven by a predetermined rotation amount by a control signal from the control unit 29a.

The control unit 29a is shown in FIG.
As shown in FIG. 5, the rear wheel steering control means 31 for controlling the four-wheel steering characteristic of the vehicle by controlling the drive of the motor 28 based on the basic steering ratio characteristic described later, and the vehicle speed value from the vehicle speed sensor 63 described later. Based on the vehicle speed variation rate, a traveling environment detection means 50a for detecting a traffic flow or a road condition in the traveling environment where the vehicle is traveling, and a vehicle speed variation rate detected by the traveling environment detection means 50a are used. There is provided a variation giving means 40a for giving variation to the control amount of the rear wheel steering control means 31 for each cycle.

In FIG. 3, 63 is a vehicle speed sensor for detecting the vehicle speed, 64 is a front wheel steering angle sensor for detecting the steering angle of the front wheels 2 and 2, and 65 is a movement amount of the relay rod 21 moved by the motor 28. By doing the rear wheels 3,3
Is a rear wheel steering angle sensor that detects the steering angle of the vehicle. And
The detection signals of the sensors 63 to 65 are input to the control unit 29a. These sensors 63-6
5 constitutes a motion state quantity detecting means 60 (see FIG. 1).

-Rear Wheel Steering Control Unit 31-The rear wheel steering control unit 31 is internally provided with the front wheel steering angle Fstg as shown in step SA3 of FIG.
A basic steering ratio characteristic map that defines a basic steering ratio k that is the ratio of the rear wheel steering angle Rstg to the vehicle speed Vsp is stored in advance, and a predetermined vehicle speed detection value from the vehicle speed sensor 63 is used as a basis. The amount of movement of the relay rod 21 corresponding to the basic steering ratio k is calculated, and a drive control signal corresponding to this amount of movement is output to the motor 28. Specifically, the basic steering ratio k corresponding to the vehicle speed detection value is selected, and the rear wheel steering angle Rstg is calculated based on this basic steering ratio k by the following equation: Rstg = k × Fstg (1) It is like this.

In the above basic steering ratio characteristic map, k is a negative value in the low vehicle speed range where the vehicle speed is a predetermined set speed (for example, 40 to 50 km / H) and the rear wheels 3 and 3 are the front wheels 2 and 2. Are opposite phases, and are set to have the same phase in the medium / high speed range where the vehicle speed is higher than the set speed. In other words, in the low vehicle speed range, the turning radius of the vehicle is reduced to make it easier to make small turns, while in the high vehicle speed range, the phase delay of the cornering force with respect to the front wheels of the rear wheels is shortened to change lanes. It enables stable and gentle turning.

-Driving Environment Detection Means 50a- The traveling environment detection means 50a calculates the average vehicle speed value Avsp and the vehicle speed standard deviation σvsp on the basis of the vehicle speed values detected within the predetermined time range immediately before by the vehicle speed sensor 63 as described above. Based on these values, the vehicle speed fluctuation rate H is calculated by the following equation (2).
It is designed to ask for v.

Hv = (σvsp / Avsp) × 100 (%) (2) Then, the state of the traffic flow or the road is detected depending on the magnitude of the vehicle speed fluctuation rate Hv. That is, when the value of Hv is on the low side, there is a moderate traffic flow condition in which the vehicle speed does not increase or decrease so much, and when the value of Hv is on the high side, the vehicle speed is severely increased or decreased. It is detected as being in. Also, the above Hv
When the value of is on the small value side, for example, in a road situation where the vehicle speed does not increase or decrease as much as on the highway, and when the value of Hv is on the large value side, the vehicle speed is increased or decreased drastically such as on an urban road. Detected as being in a required road condition.

-Variation giving means 40a-The variation giving means 40a is a random M series (Maximum).
length sequence) signal, and a predetermined high frequency component (for example, 0.1H) of the M sequence signal.
a high-pass filter section that outputs a variation coefficient y that gives a variation characteristic based on the high-frequency component by extracting only the high-frequency component of z or more) and performing a conversion process, and a time interval that sets a stimulation time interval T for giving the variation Setting unit 41a
Is provided, and a variation based on the variation coefficient y is applied to the rear wheel steering angle in the rear wheel steering control means 31 at each stimulation time interval T set by the time interval setting unit 41a. .

The time interval setting section 41a defines a map for the stimulation time interval T in advance in relation to the vehicle speed variation rate Hv detected by the traveling environment detecting means 50a (see the drawing of step SA6 in FIG. 4). For each stimulus time interval T obtained from this map, a change is given only for a minute time of a change giving time ΔT described later. In the above map, a constant value is set as the stimulation time interval T within a predetermined small value side range of the vehicle speed fluctuation rate Hv at a predetermined minimum value, and as the Hv increases, the stimulation time interval T increases.
And the set vehicle speed fluctuation rate H set to a relatively large value
The stimulation time interval T is set to be infinite in a range larger than vl. That is, as the stimulation time interval T, which is a cycle for giving a stimulus to the driver, the larger the vehicle speed fluctuation rate Hv, that is, the more severe the traffic flow, the longer the value becomes, and the setting becomes the most severe situation. If the vehicle speed variation rate is equal to or higher than the vehicle speed variation rate Hv1, the stimulation time interval T is changed according to the running environment without changing. Further, the fluctuation applying time ΔT is
For example, the time is 1/1000 of the stimulation time interval T, and the stimulation time interval T is, for example, 15 minutes (900 seconds).
In that case, the variation application time ΔT is set to 0.9 seconds, and a variation that causes stimulation for 0.9 seconds is provided every 15 minutes.

Then, the variation applying means 40a obtains the rear wheel steering angle Rstg at the time of application of the variation by the following equation (3) based on the variation coefficient y at each stimulation time interval T, and Rstg = k × Fstg × (1 + y) (3) Output to the rear wheel steering control means 31. That is, by correcting the basic steering ratio characteristic of the rear wheels 3 and 3 in the rear wheel steering control means 31, the turning motion of the vehicle, that is, the vehicle width direction motion is changed so that the driver is stimulated. Has become.

-Specific Control of Control Unit 29a- Hereinafter, the motor 2 by the control unit 29a will be described.
Specific control of No. 8 will be described based on the flowcharts of FIGS. 4 and 5.

First, every time the control timing is reached in step SA1, the amount of vehicle motion such as the front wheel steering angle Fstg, the rear wheel steering angle Rstg, and the vehicle speed Vsp is measured in step SA2, and then the current vehicle speed value is calculated in step SA3. The basic steering ratio k of the rear wheels 3, 3 with respect to Vsp is determined from the basic steering ratio map.

Next, at step SA4, the vehicle speed value Vsp is set.
Based on the vehicle speed average value Avsp within a predetermined time range up to the present
And vehicle speed statistics such as vehicle speed standard deviation σvsp are calculated, and in step SA5 these two values Avsp, σvsp are calculated.
Based on the equation (2), the vehicle speed fluctuation rate Hv is calculated.
Then, in step SA6, the stimulation time interval T for the vehicle speed fluctuation rate Hv is determined from the map, and the fluctuation application time ΔT is determined from the stimulation time interval T.

Then, in step SA7, the timer elapsed time t
Determines whether the stimulation time interval T has been reached, and if not, the timer elapsed time t is determined in step SA8.
To the rear wheel steering angle Rstg based on the basic steering ratio k according to the equation (1) in step SA9.
Then, in step SA10, the rear wheels 3, 3 make the rear wheel steering angle R
The motor 28 is driven so as to be stg and the process returns. The timer elapsed time t is initially set to 0.

On the other hand, Rst in step SA9 above
When the timer elapsed time t reaches the stimulation time interval T in step SA7 by repeating the control based on g, the current timer elapsed time t is further added to the stimulation time interval T plus the variation giving time ΔT in step SA11. If it is within the time range, after adding 1 control timing time to the timer elapsed time t in step SA12,
In step SA13, the M-sequence signal is output from the M-sequence generator, and in step SA14, the output M-sequence signal is converted by the high-pass filter unit to output the variation coefficient y. Then, in step SA15, the rear-wheel steering angle Rstg to which the variation is given by the equation (3) is obtained based on the variation coefficient y, and the motor 28 is driven in step SA10 based on this Rstg to return.

Then, the control based on Rstg in steps SA13 to SA15 is repeated until the fluctuation imparting time ΔT has elapsed, and if the timer elapsed time t reaches the time obtained by adding ΔT to T in step SA11, the above step is performed. The control based on Rstg in SA13 to SA15 is stopped, and the timer elapsed time t is set to 0 in step SA16.
Is set, and the processes of steps SA7 to SA10 are repeated until the time t reaches the stimulation time interval T again.

In this flowchart, steps SA1-
SA3, SA9 and SA10 are rear wheel steering control means 31.
In steps SA4 and SA5, the traveling environment detecting means 5
0a in steps SA6 to SA8, SA11 to SA16
Respectively constitute the fluctuation imparting means 40a, of which the step SA6 constitutes the time interval setting section 41a.

-Operation / Effect of First Embodiment- In the case of the first embodiment, the rear wheel steering angle R is controlled by the rear wheel steering control means 31 by the fluctuation imparting means 40a.
The value of stg changes from the original control value based on the basic steering ratio k, so that the turning motion of the vehicle changes and the acceleration acting in the lateral direction of the vehicle also changes from the original characteristic. When the driver experiences this fluctuation, the driver is stimulated, so that the driver can be awakened even if he is drowsy. At this time, since the above-mentioned fluctuation is made to be a sharp stimulus based on the high-frequency component, it is possible to effectively awaken the driver.

The above variation is not always applied continuously, but is periodically performed at every stimulation time interval T, and each time the variation is applied to the driver, the driver receives the stimulation. It is possible to prevent the user from getting used to and maintain the awake state.

Moreover, since the stimulation time interval T is changed according to the vehicle speed variation rate Hv detected by the traveling environment detecting means 50a, the driver can be stimulated at an appropriate cycle according to the traveling environment. . That is, when the vehicle speed fluctuation rate Hv is on the large value side, the traffic flow is in a severe situation where the vehicle speed needs to be drastically increased or decreased, such as on an urban road, and when the vehicle speed fluctuation rate Hv is on the small value side, for example, Since it is possible to accurately detect traffic flow conditions and road conditions such as in a calm situation where the vehicle speed does not increase or decrease much like an expressway, the stimulation time interval depending on the traffic flow conditions and road conditions. The T can be changed accurately. In addition, since the stimulation time interval T is made longer when the value of the vehicle speed fluctuation rate Hv is large than when it is small,
It is possible to deal with the tendency that the vehicle speed fluctuates drastically and the driver's nervousness becomes drowsiness due to the driving operation and the drowsiness cycle becomes longer, resulting in unnecessary changes in the vehicle motion during such a long cycle. It can be avoided.

<Second Embodiment> FIG. 6 shows a control unit 29b according to a second embodiment.
Is shown. In the second embodiment, the traveling environment is detected based on the variation of the accelerator operation amount (accelerator opening) of the driver, and corresponds to each of the inventions described in claim 1, 3, 4 or 9. . The second embodiment is applied to a four-wheel steering vehicle similar to the first embodiment (see FIG. 2), and is provided with an accelerator sensor 65 that detects the accelerator opening. Driving environment detecting means 50b
Also, since only the configuration of the time interval setting unit 41b of the fluctuation imparting means 40b is different from that of the first embodiment and the other configurations are the same as those of the first embodiment, the same components are designated by the same reference numerals and their description is omitted. Is omitted.

The control unit 29b is a rear wheel steering control means 31 for controlling the motor 28, and a running environment detection means for detecting traffic flow and road conditions based on the rate of change in accelerator opening (accelerator rate of change Ha). 50b and a variation imparting means 40b for imparting variation to the rear wheel steering angle control value Rstg of the rear wheel steering control means 31 at each stimulation time interval T according to the accelerator variation rate Ha obtained by the traveling environment detection means 50b. It has and.

-Driving Environment Detection Means 50b- The traveling environment detection means 50b determines the average accelerator opening degree value Aacp based on the accelerator opening degree value detected within a predetermined time range from the accelerator sensor 66 to the present time as described above. The accelerator opening standard deviation σacp is obtained, and the accelerator fluctuation rate Ha is obtained by the following equation (4) based on these values.

Ha = (σacp / Aacp) × 100 (%) (4) Then, the state of the traffic flow or the road is detected depending on the magnitude of the accelerator fluctuation rate Ha. That is, when the value of Ha is on the small value side, for example, when the value of Ha is on the large value side, such as on an expressway, there is a gentle traffic flow or road condition in which the accelerator opening does not increase or decrease so much. For example, it is detected that there is a severe traffic flow or road condition in which it is necessary to drastically increase or decrease the accelerator opening degree such as an urban road. That is, the state of the traffic flow or the road is detected by the accelerator fluctuation rate Ha instead of the vehicle speed fluctuation rate Hv of the first embodiment.

-Variation giving means 40b-The variation giving means 40b is the same M-sequence generator and high-pass filter section as in the first embodiment, and a time interval setting section for setting a stimulation time interval T for giving fluctuations. 41b, and the coefficient of variation y from the high-pass filter unit to the rear wheel steering angle in the rear wheel steering control means 31 at each stimulation time interval T set by the time interval setting unit 41b.
It is designed to add fluctuation based on.

The time interval setting section 41b sets a predetermined map for the stimulation time interval T in relation to the vehicle speed variation rate Ha detected by the traveling environment detecting means 50b (see the drawing of step SB6 in FIG. 7). And the variation is given only for a minute time of the predetermined variation giving time ΔT for each stimulation time interval T obtained from this map. The map is set to have the same tendency as the case of the vehicle speed variation rate Hv of the first embodiment. That is, a constant value is set as a predetermined minimum value as the stimulation time interval T in the range where the accelerator fluctuation rate Ha is within a predetermined small value side, and a larger value of the stimulation time interval T is given as Ha increases, and a relatively large value is given. The stimulation time interval T is set to be infinite in a range larger than the set accelerator fluctuation rate Hal set in (1). The variation applying time ΔT is set in the same manner as in the first embodiment.

Then, the variation applying means 40b calculates the rear wheel steering angle Rstg at the time of application of the variation based on the variation coefficient y at each stimulation time interval T, as in the case of the first embodiment. ) And output to the rear wheel steering control means 31.

-Specific Control of Control Unit 29b- Hereinafter, the motor 2 by the control unit 29b will be described.
Specific control of No. 8 will be described based on the flowcharts of FIGS. 7 and 8.

First, every time the control timing is reached in step SB1, the amount of vehicle motion such as the front wheel steering angle Fstg, the rear wheel steering angle Rstg, the vehicle speed Vsp, and the accelerator opening Acp is measured in step SB2, and then step SB3. Then, the basic steering ratio k of the rear wheels 3, 3 with respect to the current vehicle speed value Vsp is determined from the basic steering ratio map.

Next, in step SB4, accelerator statistics such as the accelerator opening average value Aacp and the accelerator opening standard deviation σacp in a predetermined time range up to the present are calculated based on the accelerator opening Acp, and in step SB5. Based on these two values Aacp and σacp, the accelerator fluctuation rate Ha is calculated by the equation (4). And step SB
In step 6, the stimulation time interval T for the vehicle speed fluctuation rate Ha is determined from the map, and the fluctuation application time ΔT is determined from the stimulation time interval T.

Thereafter, in steps SB7 to SB16, the same processing as that in steps SA7 to SA16 of the first embodiment is performed, and each time the stimulation time interval T is reached, the high frequency component only for a minute time of the variation giving time ΔT. The rear wheel steering angle Rst after variation is given by the variation coefficient y based on
g (see step SB15), and the motor 28 is controlled by using the rear wheel steering angle Rstg (see step SB9) based on the basic steering ratio k during the other time corresponding to the stimulation time interval T. .

In this flowchart, steps SB1 to SB1
SB3, SB9 and SB10 are rear wheel steering control means 31.
Steps SB4 and SB5 are the driving environment detection means 5
0b to steps SB6 to SB8, SB11 to SB16.
Respectively constitute the fluctuation giving means 40b, of which the step SB6 constitutes the time interval setting section 41b.

-Operation / Effect of Second Embodiment- In the case of the second embodiment, the rear wheel steering angle R by the rear wheel steering control means 31 is given by the change giving means 40b.
Since the value of stg is changed from the control value based on the original basic steering ratio k and the driver is stimulated, the driver can be awakened even when the driver is drowsy, as in the first embodiment. At this time, the driver can be effectively awakened by a sharp stimulus based on a high frequency component. Then, as in the case of the first embodiment, the above-mentioned variation is not given continuously at all times, but is periodically performed at every stimulation time interval T, and the stimulation due to the variation is given to the driver each time. , It is possible to prevent the driver from getting accustomed to the stimulus and to actively maintain the awake state.

Moreover, since the stimulation time interval T is changed according to the accelerator fluctuation rate Ha detected by the traveling environment detecting means 50b, the driver can be stimulated at an appropriate cycle according to the traveling environment. . That is, similarly to the vehicle speed variation rate Hv of the first embodiment, the accelerator variation rate H
Since the traffic flow condition and the road condition can be accurately detected also by a, the stimulation time interval T can be appropriately changed according to the traffic flow condition and the road condition. In addition, since the stimulation time interval T is made longer when the value of the accelerator fluctuation rate Ha is large than when it is small,
It is possible to cope with the tendency that the driver's operation becomes tense and drowsiness becomes longer due to the drastic fluctuation of the accelerator opening, and unnecessary changes in vehicle motion are caused during such a long cycle. It is possible to avoid such a situation.

<Third Embodiment> FIG. 9 shows a control unit 29c according to the third embodiment.
Is shown. In the third embodiment, the driver's dozing state is detected based on the steering amount of the steering wheel, and variation is given when the driver falls into the dozing state.
The invention corresponds to each invention described in claim 7 or 9 . The third embodiment is applied to a four-wheel steering vehicle similar to the first embodiment (see FIG. 2), and is provided with a doze state detecting means 71 for detecting the doze state,
Also, only the configuration of the variation imparting means 40c is different from that of the first embodiment, and other configurations are the same as those of the first embodiment.
The same components are designated by the same reference numerals and the description thereof will be omitted.

The control unit 29c includes a rear wheel steering control means 31 for controlling the motor 28, a drowsy state detection means 71 for detecting the drowsy state of the driver based on the detection value from the front wheel steering angle sensor 64, and The drowsing state detecting means 71 includes a variation giving means 40c for giving a variation to the rear wheel steering angle control value Rstg of the rear wheel steering control means 31 when it is detected that the driver falls asleep.

-Drowsiness State Detection Means 71- The dozing state detection means 71 is a front wheel steering angle sensor 64.
The ratio (high-frequency component) of a predetermined high-frequency component (for example, a high-frequency component of 1 Hz or more) in the steering angle power spectrum P obtained by Fourier-analyzing the front-wheel steering angle Fstg in the predetermined time range detected by The ratio Piz) is used to detect the driver's dozing state. That is, the high frequency component ratio Pi
z is obtained as the ratio of the steering angle power spectrum in the high frequency region (1 to ∞) of 1 Hz or more to the steering angle power spectrum in the entire frequency region (0 to ∞) by the following formula (5),

[0067]

[Equation 1]

When the high frequency component ratio Piz is larger than a predetermined judgment value, it is detected that the driver is falling asleep. In other words, the dozing state of the driver is detected depending on the proportion of the whole steering operation performed by the driver that a considerably high frequency component of 1 Hz or higher. The value on the highest frequency side of the steering angle power spectrum is, for example, about 5 Hz, and it is about whether or not the test driver performs the steering operation with the steepest steering wheel and finally comes out.

-Variation imparting means 40c-The variation imparting means 40c is provided with the same M-sequence generator and high-pass filter section as in the first embodiment, and the driver falls into a dozing state by the dozing state detecting means 71. When it is detected that the rear wheel steering angle is detected, the control value of the rear wheel steering angle in the rear wheel steering control means 31 is changed based on the variation coefficient y from the high pass filter section. Then, the variation is given based on the variation coefficient y, and the rear wheel steering angle Rstg at the time of the variation is obtained by the equation (3) as in the first embodiment, and is output to the rear wheel steering control means 31. It is done by doing. In addition, this variation giving means 40
In c, when the steering angle standard deviation σfstg of the front wheel steering angle Fstg within a predetermined time range to the present is larger than a predetermined judgment value on a curved road where there is a considerable change in the steering steering, the above-mentioned change is given. Instead, rear wheel steering control is performed based on the normal basic steering ratio k.

-Specific Control of Control Unit 29c- Hereinafter, the motor 2 by the control unit 29c will be described.
Specific control of No. 8 will be described based on the flowchart of FIG.

First, every time the control timing is reached in step SC1, the vehicle motion state quantities such as the front wheel steering angle Fstg, the rear wheel steering angle Rstg and the vehicle speed Vsp are measured in step SC2, and then the current vehicle speed value is calculated in step SC3. The basic steering ratio k of the rear wheels 3, 3 with respect to Vsp is determined from the basic steering ratio map.

Next, at step SC4, the front wheel steering angle F is calculated.
Based on stg, the steering angle standard deviation σfstg within a predetermined time range up to the present time and the steering angle statistic of the steering angle power spectrum P are calculated, and in step SC5, based on the steering angle power spectrum P, the high frequency is calculated by the formula (5). Component ratio P
iz is calculated. Then, in step SC6, it is determined whether or not the steering angle standard deviation σfstg is in a range smaller than a predetermined determination value σfstg1. Then, the rear wheel steering angle Rstg based on the basic steering ratio characteristic is obtained by the equation (1), the motor 28 is driven based on this Rstg in step SC8, and the process returns.

On the other hand, when the steering angle standard deviation σfstg is within the above range, it is determined in step SC9 whether the high frequency component ratio Piz is larger than a predetermined determination value,
If the high frequency component ratio Piz is smaller, it is assumed that the driver is performing steering steering under consciousness, and the rear wheel steering control based on the basic steering ratio characteristic is performed in steps SC7 and SC8. If is larger, the variation is given after step SC10. That is, in step SC10, an M-sequence signal is generated from the M-sequence generator, the M-sequence signal generated in step SC11 is processed by the high-pass filter unit to obtain the variation coefficient y, and in step SC12, an equation ( 3)
Then, the rear wheel steering angle Rstg with the variation is obtained. Then, the motor 28 is driven in step SC8 based on the rear wheel steering angle Rstg after the variation is given, and the process returns.

In this flowchart, steps SC1 to SC1
SC3, SC7 and SC8 are rear wheel steering control means 31.
In steps SC4, SC5 and SC9, the doze state detecting means 71 is executed, and in steps SC6, SC10 to SC12.
Respectively constitute the variation giving means 40c.

-Operation and effect of the third embodiment- In the case of the third embodiment, the rear wheel steering angle R by the rear wheel steering control means 31 is provided by the variation application by the variation application means 40c.
Since the value of stg is changed from the control value based on the original basic steering ratio k and the driver is stimulated, it is possible to wake up the driver who is falling asleep and at this time,
The driver can be effectively awakened by a sharp stimulus based on a high frequency component. Then, since the above-mentioned variation is given when the doze state of the driver is detected by the doze state detecting means 71, the driver can be appropriately awakened when he is drowsy.
It is possible to prevent the occurrence of unnecessary fluctuations in the vehicle behavior while the driver is consciously performing the steering operation in the awake state, and to maintain stable driving.

In addition, the dozing state of the driver can be accurately detected based on the value of the steering amount of the driver. In other words, when the driver intentionally steers the steering wheel, there is a certain upper limit to the steering wheel speed even in a sharp curve, whereas in the case of the steering wheel steering that occurs while the driver is drowsy. In addition to the intentional operation, a sudden steering steering exceeding the upper limit sometimes occurs. Therefore, it is possible to accurately detect the occurrence of the dozing state of the driver by detecting the occurrence of a high frequency component in the steering angle power spectrum that exceeds the frequency range that occurs during a conscious operation.

Further, on a curved road where the standard deviation of the steering angle is equal to or larger than a predetermined value, the driver performs a steering operation corresponding to the curved road, and the driver is awake and in a tense state. By prohibiting, it is possible to avoid giving unnecessary fluctuations to the turning motion when such a driver is performing a conscious driving operation.

<Fourth Embodiment> FIG. 11 shows a control unit 29 according to a fourth embodiment.
It shows d. The fourth embodiment is intended by the driver is detected based on the dozing state of the driver to the heartbeat fluctuation amount is the actual degree of fluctuation in the heart rate of a driver was made to impart the variation when falling into dozing state, also claim 6 Shishi
Corresponds to each invention described in 9 . The fourth embodiment is applied to a four-wheel steering vehicle similar to that of the first embodiment (see FIG. 2), and has a heart rate detecting means 80 and a doze state detecting means 72, and , The difference from the first embodiment only in the configuration of the variation imparting means 40c,
Since other configurations are the same as those of the first embodiment, the same components are designated by the same reference numerals and the description thereof will be omitted.

The control unit 29d has a heart rate detecting means 80 for detecting the actual heart rate of the driver,
The rear wheel steering control means 31 for controlling the motor 28, the doze state detection means 72 for detecting the doze state of the driver based on the actual heart rate detected by the heart rate detection means 80, and the doze state detection means 72. When the driver detects that the driver falls asleep, the rear wheel steering control means 31 includes a fluctuation imparting means 40c that imparts a variation to the rear wheel steering angle control value Rstg. Since the variation imparting means 40c has the same configuration as that of the third embodiment, detailed description thereof will be omitted.

-Heart rate detecting means 80-The heart rate detecting means 80, as shown in FIG. 12, is arranged at each predetermined portion of the steering wheel 1 and is an electrode for detecting the potential difference between the left and right hands of the driver. 81, and an amplifier 8 connected to this electrode 81 for amplifying the potential difference
2, a bandpass filter (BPF) 83 for removing a predetermined frequency signal component other than the cardiac potential from the potential difference amplified by the amplifier 82, and the bandpass filter 83.
And a measurement unit 84 that measures the heart rate based on the time interval at which the R wave, which is a heartbeat signal, appears from the cardiac potential that has passed through the.

The electrode 81 has a pair of positive electrodes 81a and 8a.
1a and-electrodes 81b and 81b. This electrode 81
Is formed by forming four insulating portions 1a, 1a, ... With a predetermined width at each of the upper, lower, left and right positions of the steering wheel 1 so that the wheel portion of the steering wheel 1 has four regions of upper left, lower left, lower right and upper right ( Areas 1b, 1c, 1d, 1e shown by mesh patterns in the figure are divided, and + poles 81a and − poles 81b are alternately arranged in the respective areas 1b, 1c ,. That is, the areas 1b, 1e or 1c, 1d on both the left and right sides of the steering wheel 1 with the driver facing each other, that is, one of the left and right areas 1b held by each of the driver's left and right hands,
1d is a positive pole 81a, and the other 1c and 1e are a negative pole 81b, whereby the potential difference between the left and right hands of the driver who holds the steering wheel 1 is detected. Such an electrode 81 is provided by forming a film on the surface of each of the regions 1b, 1c, ... Of the steering wheel 1 using conductive rubber or conductive plastic, while the insulating portion 1 described above is provided.
Since a is an untreated portion, an insulator portion is formed by the material of the steering wheel 1 itself.

The electrodes 81a and 81b are connected to an impedance conversion amplifier 82 through a slip ring 86 (see FIG. 2) interposed between the steering shaft and the steering column. A heartbeat signal with a very high impedance from a driver is amplified and the amplified heartbeat signal is used as the BPF.
The data is sent to the measuring unit 84 via 83.

The BPF 83 has its cutoff frequency set to a predetermined value on the high frequency side and a predetermined value on the low frequency side, and allows the frequency band between these set values to pass. That is, the cutoff frequency on the high frequency side is set to a value capable of cutting the myoelectric potential which is a high frequency signal component mixed in the cardiac potential with the muscle activity of the hand when the driver grips the electrode 81 of the steering wheel 1 with the hand. On the other hand, the cutoff frequency on the low frequency side is set to a value capable of cutting the low frequency signal component mixed in the heartbeat signal due to poor contact between the driver's hand and the electrode 81.

The principle of measuring the heart rate by the measuring unit 84 is as follows.
Electrocardiogram, which is a waveform of the temporal change of the cardiac potential (see FIG. 13)
Of the P, Q, R, S, T, and U waves that appear in the above sequence, the number of times per minute that the R wave exceeds a trigger level that is set higher than the base potential by a predetermined amount is measured. It is actually the heart rate.

The basic processing in the measuring section 84 will be described below with reference to the flowchart shown in FIG.

First, in step SH1, the process is repeated until it is detected whether or not the R wave exceeding the trigger level is detected, and if detected, the timer value at that time is read in step SH2 and stored in the current value t (n). Then, in step SH3, the previous value t (n-1) is subtracted from the current value t (n) to obtain the time interval dt, and the reciprocal of the time interval dt is multiplied by 60 to obtain the current heart rate hr per minute. Calculate the value hr (n).

Next, at step SH4, it is determined whether the value obtained by subtracting the previous value hr (n-1) from the current value hr (n) of the heart rate hr (variation range of the heart rate) is within the set variation range Clm. If it is within the range, the current value hr (n) is set as the current effective heart rate Hr in step SH5, and if it is out of the range, the current value hr (n) is canceled and the previous value hr (n) is set in step SH6. -1) is the effective heart rate Hr of this time. Then, in step SH7, the effective heart rate Hr of this time is output as the measured heart rate hr to the doze state detecting means 72, and in step SH8, the timer read value t (n) and the heart rate detected value hr (N) are updated. To return.

-Drowsiness State Detection Means 72- The dozing state detection means 72 is the heart rate detection means 8
A heartbeat fluctuation amount σhr representing the degree of fluctuation of the driver's heartbeat rate is calculated from the current heartbeat rate measured by the measurement unit 84 of 0, and this heartbeat fluctuation amount σhr is a predetermined determination value σhr.
When it is larger than 1, it is detected that the driver is in a dozing state, and this is output to the variation giving means 40c. That is, the heartbeat fluctuation amount σhr represents the fluctuation state of the heart rate of the driver in a certain time range,
This amount of heartbeat fluctuation is
It has a physiological characteristic that the function of the parasympathetic nerve is weakened to have a relatively small value, while the parasympathetic nerve function is enhanced to have a relatively large value in a relaxed state. Therefore, the determination value σhr1 is set such that the heartbeat fluctuation amount σhr is set as the extreme value on the maximum side in the relaxed state.
When the heart rate Fr, which will be described later, is 100, σhrl is about 7, for example, it is detected that the driver has fallen asleep. In other words, the doze state detection means 72 represents the fluctuation state of the heart rate as the biosignal of the driver by the heartbeat fluctuation amount σhr,
The amount of heartbeat fluctuation σhr is used to determine the degree of internal relaxation of the driver to detect that the driver is in a dozing state.

Next, the basic processing for obtaining the heartbeat fluctuation amount σhr in the doze state detecting means 72 will be described with reference to the flowchart of FIG.

First, in step SH11, the measuring unit 84
It is determined whether or not the effective heart rate Hr has been input (see step SH7 in FIG. 14) from the above.
At H12, 1 is added to the effective heart rate measurement number a (initial value 0) to integrate. In addition, in step SH13, the effective heart rate Hr is stored in the effective heart rate data Hm (i) (i = 1 to a).

Next, in step SH14, it is determined whether or not a predetermined averaging processing time T has elapsed, and steps SH11 to SH14 are repeated until the predetermined averaging processing time T has elapsed. When the averaging processing time T (for example, 10 seconds) has elapsed, step S
The timer count of the time T is set to 0 at H15, and the average heart rate Fr (j) is calculated at step SH16. This calculation is performed by the following equation (6) based on the effective heartbeat data Hm (i) and the effective heartbeat measurement number a.

[0092] Then, in step SH17, the standard deviation SHr (j) is calculated by the following equation (7) based on the effective heartbeat data Hm (i), the effective heartbeat count a, and the average heartbeat Fr (j).

[0093]

[Equation 2]

Then, in step SH18, it is determined whether or not the variation rate, that is, the value obtained by dividing the standard deviation SHr (j) by the average heart rate Fr (j) is within 10%. Variability is 10%
If it is within the range, the average heart rate Fr (j) is valid, and the standard deviation SHr (j) based on this Fr (j) is set as the current heartbeat fluctuation amount σhr in step SH19, and if the variation rate is not within 10%. In step SH20, the average heart rate Fr (j) is invalid, and the standard deviation SHr (j) based on this Fr (j) is canceled and the previous standard deviation SHr (j-1) is calculated as the current heartbeat fluctuation amount σ.
hr.

-Specific Control of Control Unit 29d- Hereinafter, the motor 2 by the control unit 29d will be described.
Specific control of No. 8 will be described based on the flowchart of FIG.

First, every time the control timing is reached in step SD1, the motion state quantities of the vehicle such as the front wheel steering angle Fstg, the rear wheel steering angle Rstg, the vehicle speed Vsp, etc. are measured in step SD2. The actual heart rate is detected (see FIG. 14), and the heartbeat fluctuation amount σhr is obtained based on the heart rate detected in step SD4 (see FIG. 15). Then, in step SD5, the vehicle speed V
The basic steering ratio k corresponding to sp is determined from the basic steering ratio characteristic map.

Next, in step SD6, it is judged whether or not the heartbeat fluctuation amount σhr exceeds the judgment value σfhr1, and if not, in step SD7 the basic steering ratio k is used to calculate the basic value by the equation (1). The rear wheel steering angle Rstg is obtained based on the steering ratio characteristic, and this Rstg is calculated in step SD8.
Based on the above, the motor 28 is driven and the process returns.

On the other hand, when the heartbeat fluctuation amount σhr is within the range of the judgment value σhr1, the fluctuation is given after step SD9. That is, the M-sequence signal is generated from the M-sequence generator in step SD9, the M-sequence signal generated in step SD10 is processed by the high-pass filter unit to obtain the variation coefficient y, and in step SD11, the equation ( 3) Rear wheel steering angle Rs that is changed by
Calculate tg. Then, the rear wheel steering angle R after this variation is applied
Based on stg, the motor 28 is driven in step SD8, and the process returns.

In this flowchart, step SD1,
SD2, SD5, SD7 and SD8 constitute rear wheel steering control means 31, steps SD4 and SD6 constitute drowsy state detection means 72, and steps SD9 to SD11 constitute fluctuation imparting means 40c.

-Operation and effect of the fourth embodiment- In the case of the above-mentioned fourth embodiment, the rear wheel steering control means 3 is provided by the variation imparting means 40c as in the third embodiment.
The value of the rear wheel steering angle Rstg based on 1 is the original basic steering ratio k.
Since the driver is stimulated by being changed from the control value based on, it is possible to awaken the driver who is falling asleep, and at this time, it is possible to effectively awaken the driver by sharp stimulation based on high frequency components. it can. Since the above-mentioned variation is given when the doze state of the driver is detected by the doze state detecting means 72, the driver can be accurately awakened when he is drowsy, and the driver is awake. Therefore, it is possible to prevent the occurrence of unnecessary fluctuation of the vehicle behavior in the state where the steering operation is intentionally performed, and to maintain stable traveling.

In addition, in the case of the fourth embodiment, the driver's dozing state can be accurately detected on the basis of the heartbeat fluctuation amount indicating the degree of fluctuation of the driver's actual heart rate. That is, it is possible to more objectively grasp the change in the degree of internal relaxation of the driver by the change in the amount of heartbeat fluctuation, and thereby, the state of entering the dozing state by causing drowsiness, which is the ultimate state of relaxation, can be accurately identified. Can be detected. Further, the fluctuation amount of the heartbeat fluctuation due to the change in the degree of relaxation of the driver is larger than the fluctuation amount of the actual heart rate, so that the detection of the driver's dozing state can be detected with high sensitivity, and the driver is awakened. It is possible to apply a stimulus for that with high sensitivity.

<Fifth Embodiment> FIG. 18 shows a control unit 29 according to a fifth embodiment.
e is shown. The fifth embodiment is an application of the invention of claim 1, wherein the throttle control is obtained by adding the change making prohibition means 91 for prohibiting when bad weather conditions the application of fluctuation for the throttle control, wherein Term
It corresponds to each invention described in 8 or 10 .
It should be noted that, of the following configurations, those having the same configurations as those of the first embodiment are designated by the same reference numerals, and detailed description thereof is omitted.

-Overall Structure-In FIG. 17, reference numeral 100 is an engine, and this engine 100 is an automatic transmission (A /
T) 101 is connected to the rear wheels 3, 3 which are driving wheels via a power train 102, and the driving force of the engine 100 is supplied to the rear wheels 3, 3 via the power train 101.
To be transmitted to.

Reference numeral 103 denotes an intake passage which is an intake system connected to the engine 100.
03 is provided with an air cleaner 104, an air flow meter 105 and a throttle valve 106 from the upstream side. The throttle valve 106 is connected to an actuator 107, and the opening of the throttle valve 106 is adjusted by the operation of the actuator 107. The actuator 107 is adapted to be operated by an operation signal output from the control unit 29e.

Further, a fuel supply system (not shown) is connected to the engine 100, and fuel is supplied at a predetermined air-fuel ratio according to the throttle opening of the throttle valve 106.

The control unit 29e is shown in FIG.
As shown in FIG. 8, from the vehicle speed sensor 63, the throttle control means 32 that controls the opening of the throttle valve 106 based on a predetermined throttle characteristic according to the operation amount of the accelerator pedal by controlling the operation of the actuator 107, and the vehicle speed sensor 63. The traveling environment detecting means 5 similar to that of the first embodiment for detecting the traffic flow or the road condition in the traveling environment in which the vehicle is traveling by obtaining the vehicle speed variation rate Hv based on the vehicle speed value of
0a and the throttle control means 3 for each cycle according to the vehicle speed fluctuation rate detected by the traveling environment detection means 50a.
A variation giving means 40e for giving variation to the control amount of No. 2 and a variation giving inhibition means 91 for inhibiting the variation giving means 40e from giving the variation when the wiper switch 67 described later is turned on. The wiper switch 67 is turned on when the wiper is operated by the driver, and outputs to the variation imparting prohibition means 91 that the wiper switch 67 is in the on state. 62 is configured.

-Throttle Control Means 32- The throttle control means 32 has a map (see the diagram of step SE3 in FIG. 19) which is predetermined so as to have a predetermined throttle characteristic in relation to the accelerator pedal opening and the like. Therefore, the basic throttle opening corresponding to the current accelerator pedal opening detected by the accelerator sensor 68 is obtained from the map, and the operation amount of the actuator 107 is adjusted so that the opening of the throttle valve 106 becomes the basic throttle opening. Is feedback-controlled, for example.

-Variation giving means 40e-The variation giving means 40e is the same as in the first embodiment, the M-sequence generator, the high-pass filter section for outputting the variation coefficient y, and the time for setting the stimulation time interval T. An interval setting unit 41a is provided, and the variation coefficient y is added to the basic throttle opening value in the throttle control means 32 at each stimulation time interval T set by the time interval setting unit 41a.
It is designed to add fluctuation based on.

Then, the fluctuation giving means 40e corrects the basic throttle opening θth based on the fluctuation coefficient y at each stimulation time interval T to correct the throttle opening control value θ.
Th1 is obtained by the following equation (8), and θth1 = θth × (1 + y) (8) This throttle opening control value θth1 is output to the throttle control means 32. That is, by correcting the basic throttle opening characteristic in the throttle control means 32, the forward and backward movements of the vehicle are changed by the increase or decrease of the vehicle speed or the driving force, and the driver is stimulated.

-Variation giving prohibition means 91-The variation giving prohibition means 91 is provided with the wiper switch 67.
When the wiper switch 67 is in the OFF state, the variation imparting means 40e does not allow the variation to be imparted, and when the wiper switch 67 is in the OFF state, the variation imparting means 40e permits the variation to be imparted. It is like this.
In other words, it is prohibited to add the fluctuation of the vehicle when it rains.

-Specific Control of Control Unit 29e- Hereinafter, the control unit 29e in the fifth embodiment will be described.
Specific control of the actuator 107 by
Description will be made based on the flowcharts of FIGS. 19 and 20.

First, every time the control timing is reached in step SE1, the vehicle motion state quantity such as vehicle speed Vsp and accelerator opening Acp and wiper switch 6 are entered in step SE2.
After measuring whether 7 is in the ON state, step SE
3, the throttle valve 8 for the current accelerator opening Acp
The basic throttle opening θth of 6 is determined from the map.

Next, in step SE4, the state of the wiper switch 67 is determined, and if it is ON, step SE
11, the basic throttle opening degree θth is set to the throttle opening degree control value θth1, and based on this, step SE
At 12, the actuator 107 is controlled and the process returns. On the other hand, if the wiper switch 67 is OFF in step SE4, the vehicle speed Vsp is set in step SE5.
Based on the average vehicle speed value Avsp and vehicle speed standard deviation σvsp
And the vehicle speed variation rate Hv is calculated in accordance with the above equation (2) in step SE6. Then, based on this vehicle speed variation rate Hv, step S
At E7, a comparison is made with the set vehicle speed fluctuation rate Hvl.
If Hv is larger than l, the actuator 107 is controlled based on the basic throttle opening θth in steps SE11 and SE12 described above without performing the following variation to the basic throttle opening, and then the process returns. On the other hand, if the vehicle speed variation rate Hv is smaller, step S
After E8, the basic throttle opening is changed.

That is, in step SE8, the stimulation time interval T for the vehicle speed fluctuation rate Hv is determined from the map, and the fluctuation imparting time ΔT is determined, and in step SE9 the timer elapsed time t reaches the stimulation time interval T. It is determined whether or not it has not reached, and after 1 control timing time is added to the timer elapsed time t in step SE10, the actuator 107 is controlled based on the basic throttle opening θth in steps SE11 and SE12. Then return. The timer elapsed time t is initially set to 0.

On the other hand, the above steps SE11 and SE
If the timer elapsed time t reaches the stimulation time interval T in step SE9 by repeating the control based on the basic throttle opening θth in step 12, the current timer elapsed time t is further changed in the stimulation time interval T in step SE13. It is determined whether or not it is within the range of time to which the time ΔT is added, and if it is within that time range, one control timing time is added to the timer elapsed time t in step SE14, and then in step SE15 the M sequence generator outputs the M sequence. Signal is output and step SE
In step 16, the high-pass filter section performs conversion processing on the output M-sequence signal to output the variation coefficient y. Then, in step SE17, the throttle opening control value θt, which is changed by the equation (8) based on the change coefficient y, is given.
h1 is obtained, and based on this θth1, the above step SE1
The actuator 107 is controlled by 2 and the process returns.

Then, the control based on the throttle opening control value θth1 by the steps SE15 to SE17 is repeated until the fluctuation giving time ΔT has elapsed, and the step S15 is repeated.
When the timer elapsed time t reaches the time obtained by adding ΔT to T in E13, the control based on the throttle opening control value θth1 in steps SE15 to SE17 is stopped, and in step SE18 the timer elapsed time t is set to 0. After being set, the processes of steps SE9 to SE12 are repeated until the time t reaches the stimulation time interval T again.

In this flowchart, steps SE1 to SE1
SE3, SE11 and SE12 are throttle control means 32, steps SE5 and SE6 are running environment detection means 50a, and steps SE7 to SE10 and SE13 to S are performed.
E18 constitutes the variation giving means 40e, of which the step SE8 constitutes the time interval setting section 41a.

-Operation and Effect of Fifth Embodiment- In the case of the fifth embodiment described above, the value of the throttle opening control value θth1 by the throttle control means 32 is the original basic throttle opening degree by the fluctuation application means 40e. θ
The control value is changed based on th, and the increase / decrease degree of the vehicle speed suddenly changes to change the acceleration acting in the front-rear direction of the vehicle. Then, since the driver is stimulated by experiencing this fluctuation, the driver can be awakened even when the driver is drowsy, and at this time, a sharp stimulus based on high frequency components effectively awakens the driver. It can be carried out.

In addition, when the above-described variation is applied under adverse weather conditions such as a rain condition detected by the wiper switch 67, the variation application inhibiting means 91 inhibits the variation application by the variation providing means 40e. Therefore, in bad weather conditions, the occurrence of fluctuations in the vehicle motion is avoided, and more safety can be ensured.

<Other Embodiments> The present invention is not limited to the above-mentioned first to fifth embodiments, but includes various other modifications.
That is, in the above-described first to fourth embodiments, the target to which the variation is applied is the rear wheel steering angle Rstg of the rear wheel steering control means 31, but the invention is not limited to this, and the variation is applied to the front wheel steering angle. Good. For example, as shown in FIG. 21, a forced front wheel steering device 11 including a rack-and-pinion mechanism 111 arranged on a relay rod 11 in parallel with the front wheel steering device 10 and a motor 112 driving the mechanism 111.
0 may be provided and the motor 112 may be drive-controlled by the control unit. As this control unit, a control unit similar to any one of the control units 29a to 29d in the first or second embodiment may be applied, and in that case, steering of the front wheels 2 and 2 is carried out in the first to fourth embodiments. For example, when steering the rear wheels in the opposite phase to the front wheels, the steering angle of the front wheels is increased, and when controlling the rear wheels in the same phase as the front wheels, the steering angle of the front wheels is decreased. You can do it.

In the above-mentioned first to fourth embodiments, the subject of variation is subjected to rear wheel steering control to impart variation to the lateral motion of the vehicle,
In the fifth embodiment, as the throttle control, the movement in the vehicle front-rear direction is given a change.
The fluctuation applying control in the fourth embodiment is changed to the throttle control,
The fluctuation imparting control in the fifth embodiment may be applied to the rear wheel steering control, respectively.

An upper limit is set for each control value after the variation of the rear wheel steering angle or the throttle opening in the first to fifth embodiments, and the variation is provided within the range not exceeding the upper limit. May be. This makes it possible to prevent the driver from feeling uncomfortable due to the application of a stimulus higher than the stimulus required to awaken the driver. The example of this aspect corresponds to the invention of claim 11 .

In the third or fourth embodiment, the variation is continuously given while the doze state is occurring, but the present invention is not limited to this, and for example, even when the doze state is occurring. Alternatively, the variation may be periodically added. In this case, a time interval setting unit is added to the traveling environment detecting means 50a and each variation imparting means 40c in the third or fourth embodiment, and step SA4 of the flowchart (see FIGS. 4 and 5) in the first embodiment. ~ SA
The processes of 8, SA11, SA12, and SA16 may be added. In this case, the stimulation time interval in the time interval setting unit may be set to a time much shorter than that of the first embodiment. This embodiment corresponds to the invention described in claim 5 .

In the fourth embodiment, the doze state is detected based on the heartbeat fluctuation amount. However, the present invention is not limited to this. For example, the drowsiness state is detected from the cardiac potential of the driver based on the respiratory fluctuation component (RSA). Detection may be performed. In this case, detection can be performed with higher sensitivity. To take out the above RSA, for example, an RSA filter that passes a range of 0.15 to 0.4 Hz is used, and when the RSA exceeds 2.4 ± 0.95 which is the value in the REM sleep state, for example, the dozing state Should be detected. The above RSA is 1.5 in a relaxed state and 3.155 ± 1.1 in a deep sleep state.
Becomes the value of.

In the fifth embodiment, the weather condition detecting means 6
Although the wiper switch 67 is shown as 2 to detect the rainfall state, the present invention is not limited to this, and it is also possible to detect the snowfall state, the frozen state of the road surface and the like to prohibit the variation. In this case, the outside air temperature is measured by the intake air temperature sensor and the ground surface temperature is measured by the ground surface temperature sensor using a radiation thermometer, and when the outside air temperature is, for example, 2 ° C. or less, the wiper switch is in the ON state. When the outside air temperature is 2 ° C. or lower, the wiper switch is OFF, and the ground surface temperature is 0 ° C. or lower, it may be detected that the road surface is frozen. Further, in the snowfall state, it may be possible to detect whether the snow road is in a frozen state or in a snowmelt state, taking into consideration the surface temperature. In this case, the intake air temperature sensor and the ground surface temperature sensor are added to the weather condition detecting means 62.

[0126]

As described above, according to the vehicle control device of the present invention, the control means for controlling the motion of the vehicle changes the control amount by the change giving means every predetermined period. As a result, the movement of the vehicle changes every predetermined period, and the driver is stimulated. As a result, the driver can be awakened even when he is drowsy. In this case, since the stimulus is not applied continuously but is applied periodically at predetermined intervals,
The driver can give a stimulus each time without getting used to the stimulus, and can actively maintain the awake state. Moreover, the time interval of the stimulus given to the driver is changed by the time interval setting section of the variation giving means in accordance with the running environment detected by the running environment detecting means, so that the cycle is appropriate according to the running environment. It can inspire the driver.

According to the invention of claim 2 , the above-mentioned claim
In addition to the effect of the invention described in 1 , the time interval is set to be longer when the value of the vehicle speed fluctuation rate detected by the traveling environment detecting means is large than when it is small, so that the vehicle speed fluctuation is severe. Accordingly, it is possible to cope with the tendency that the driver becomes nervous and drowsiness becomes longer, and it is possible to avoid an unnecessary change in vehicle motion during such a long cycle. Further, in this case, the situation of the traffic flow is judged based on the vehicle speed fluctuation rate, so that the situation of the traffic flow can be accurately detected, and the time interval can be appropriately changed according to the situation of the traffic flow. Can be done.

According to the invention of claim 3 , the above-mentioned claim
In addition to the effect according to the invention described in 1 , the time interval is set to be longer when the value of the accelerator operation fluctuation rate detected by the traveling environment detection means is a large value than when it is a small value. It is possible to cope with the tendency that the driver's nervousness and drowsiness cycle become longer due to the drastic fluctuation of the vehicle movement, and like the invention according to claim 2 , the vehicle motion during such a long cycle. It is possible to avoid a situation that causes an unnecessary change in. Also,
In this case, since the traffic flow situation is determined based on the accelerator operation variation rate, the traffic flow situation can be accurately detected, as in the invention according to claim 2. It is possible to change the time interval appropriately according to.

According to the invention of claim 4 , the above-mentioned claim
In addition to the effect of the invention described in 1 , the time interval is set to be changed according to the road condition detected by the traveling environment detecting means, so that the degree of tension of the driver changes depending on the road condition. Thus, the stimulus can be given at appropriate time intervals in response to the tendency that the drowsiness cycle changes. And by changing the time interval in response to the tendency that the cycle of drowsiness becomes longer in bad situations such as urban areas and becomes shorter in good situations such as expressways, it becomes possible to It is possible to avoid a situation that causes an unnecessary change in the vehicle movement in the vehicle.

According to the invention of claim 5 , in addition to the effect of the invention of claim 1, when the doze state of the driver is detected by the doze state detecting means, the variation giving means gives a periodic variation. Therefore, the driver can be stimulated only when he / she becomes drowsy, and thus, the driver's awake state can be maintained without causing unnecessary changes in the vehicle behavior in the awake state of the driver. It can be maintained accurately.

According to the invention of claim 6 , the above-mentioned claim
In addition to the effect of the invention described in 5 , the driver's dozing state is detected by the value of the heartbeat fluctuation amount indicating the fluctuation degree of the actual heartbeat detected by the heartbeat detecting means. The state can be accurately detected. That is, the above-mentioned heartbeat fluctuation amount has a physiological characteristic that the function of the parasympathetic nerve is increased and becomes a relatively large value when the driver is in a relaxed state. Can be more objectively grasped, and thereby, it is possible to accurately detect the state where the person is in the state of drowsiness, which is the ultimate state of relaxation. In addition, since the fluctuation amount of the heartbeat fluctuation due to the change of the driver's relaxation degree is larger than the fluctuation amount of the actual heart rate, it is possible to detect the drowsiness state of the driver with high sensitivity and to wake up the driver. It is possible to give a stimulus for causing it with high sensitivity.

According to the invention of claim 7 , the above-mentioned claim
In addition to the effect of the invention described in 5, it is possible to accurately detect the dozing state of the driver based on the value of the steering amount of the driver. In other words, when the driver intentionally steers the steering wheel, there is a certain upper limit to the steering speed even when the vehicle is on a sharp curve, but when the steering wheel steering occurs when the driver is drowsy. , In addition to conscious operation, there is a characteristic that sudden steering steering that exceeds the above upper limit sometimes occurs, so by detecting the occurrence of steering steering that exceeds the upper limit in normal conscious steering, It is possible to accurately detect the occurrence of the state.

According to the invention of claim 8 , the above-mentioned claim
In addition to the effect of the invention described in 1 , when the weather condition detected by the weather condition detecting means is a bad condition such as a raining condition or a snowfall condition, the fluctuation giving prohibiting means prohibits the fluctuation giving by the fluctuation giving means. Therefore, it is possible to avoid the fluctuation of the vehicle motion under bad weather conditions, and to awaken the driver in a state where more safety is ensured.

According to the invention of claim 9 , the above-mentioned claim
In addition to the effect of the invention described in 1 , the change control means changes the steering control amount of the front wheels or the rear wheels from the original control amount of the control means, so that the turning motion of the vehicle is changed. It is possible to change the acceleration applied to the vehicle in the lateral direction. When the driver feels this change, a stimulus can be given to the driver, and the driver can be made awake.

According to the tenth aspect of the invention, in addition to the effect of the first aspect of the invention, the control amount of the throttle valve opening is controlled by the control means for imparting the variation by the variation imparting means. Since the vehicle speed is changed, the degree of increase / decrease in vehicle speed suddenly changes, and the acceleration acting in the front-rear direction of the vehicle can be changed. When the driver feels this change, the driver can be stimulated and the driver can be awake.

According to the eleventh aspect of the invention, in addition to the effect of the first aspect of the invention, the variation is imparted by the variation imparting means within a range not exceeding the upper limit of the variation range. Therefore, it is possible to prevent the vehicle motion from excessively fluctuating more than the fluctuation necessary for awakening the driver, and it is possible to put the driver in an awake state while ensuring safety.

[Brief description of drawings]

FIG. 1 is a block configuration diagram showing the invention described in each claim.

FIG. 2 is an overall configuration diagram of a steering device that also steers the rear wheels of a vehicle.

FIG. 3 is a block configuration diagram of a control unit in the first embodiment.

FIG. 4 is a first half part of a flowchart of rear wheel steering control in the first embodiment.

FIG. 5 is the latter half of the flowchart of the rear wheel steering control in the first embodiment.

FIG. 6 is a block configuration diagram of a control unit in the second embodiment.

FIG. 7 is a first half of a flowchart of rear wheel steering control in the second embodiment.

FIG. 8 is the latter half of the flowchart of the rear wheel steering control in the second embodiment.

FIG. 9 is a block diagram of a control unit in the third embodiment.

FIG. 10 is a flowchart of rear wheel steering control in the third embodiment.

FIG. 11 is a block diagram of a control unit in the fourth embodiment.

FIG. 12 is a block diagram of a heart rate detecting means.

FIG. 13 is a relationship diagram between a driver's cardiac potential and time.

FIG. 14 is a flowchart for measuring a driver's heart rate.

FIG. 15 is a flowchart for calculating a heartbeat fluctuation amount.

FIG. 16 is a flowchart of rear wheel steering control in the fourth embodiment.

FIG. 17 is a configuration diagram of a vehicle in the fifth embodiment.

FIG. 18 is a block diagram of a control unit in the fifth embodiment.

FIG. 19 is the first half of the flowchart of throttle control in the fifth embodiment.

FIG. 20 is the second half of the flowchart of the throttle control in the fifth embodiment.

FIG. 21 is an overall configuration diagram of a steering device that steers front wheels.

[Explanation of symbols]

30 Control Means 31 Rear Wheel Steering Control Means (Control Means) 32 Throttle Control Means (Control Means) 40, 40a, 40b, 40c, 40e Variation Applying Means 41, 41a, 41b Time Interval Setting Sections 50, 50a, 50b Running Environment Detection Means 60 Motion state detection means 61 Steering state amount detection means 62 Meteorological condition detection means 63 Vehicle speed sensor (motion state detection means) 64 Front wheel steering angle sensor (motion state detection means) 65 Rear wheel steering angle sensor (motion state detection means) 66 Accelerator sensor (exercise state detecting means) 67 Wiper switch (weather condition detecting means) 70, 71, 72 Dozing state detecting means 80 Heart rate detecting means 90, 91 Variation imparting prohibiting means

Continuation of the front page (56) References JP-A-64-69850 (JP, A) JP-A-5-8656 (JP, A) JP-A-7-108846 (JP, A) Kiyoko Yokoyama (four others), Fluctuations and rhythms of heart rate in human sleep, Proceedings of the 1990 IEICE Fall Conference, Japan, The Institute of Electronics, Information and Communication Engineers, P6-477-6-478 (58) Fields investigated (Int .Cl. ⁷ , DB name) G08G 1/16 A61B 5/0245 G07C 5/00 A61M 21/02 B60K 28/00-28/06

Claims (11)

(57) [Claims] 1. A motion state quantity detecting means for detecting a motion state quantity of a vehicle or a driver, a control means for controlling a motion of the vehicle based on the motion state quantity detected by the motion state quantity detecting means, and motion with a variation applying means for applying a variation for each of the predetermined period the control amount of the control means so as to vary every predetermined time period, the driving environment detection means for detecting a running environment of the vehicle, the change making means Detected by the driving environment detection means
Change the time interval that gives variation according to the driving environment
A vehicle control device comprising a time interval setting unit for setting . 2. The traveling environment detecting means according to claim 1, wherein the traveling environment detecting means is configured to detect a variation rate of the vehicle speed of the vehicle as a traffic flow condition in the traveling environment, and the time interval setting unit is configured to detect the traveling speed. A vehicle control device configured to lengthen the time interval when the vehicle speed fluctuation rate detected by the environment detecting means has a large value, compared to when the vehicle speed fluctuation rate has a small value. 3. The traveling environment detection means according to claim 1, wherein the traveling environment detection means is configured to detect a variation rate of an accelerator operation amount of a driver as a traffic flow condition in the traveling environment, and the time interval setting unit includes: A vehicle control device configured to extend a time interval when the accelerator operation variation rate detected by the traveling environment detection means is large compared to when it is small. 4. The traveling environment detection means according to claim 1, wherein the traveling environment detection means is configured to detect a road condition on which the vehicle is traveling, and the time interval setting unit changes the time interval according to the road condition. A vehicle controller configured to be set. 5. The dozing state detecting means for detecting the dozing state of the driver according to claim 1, wherein the variation giving means gives a variation when the dozing state of the driver is detected by the dozing state detecting means. A control device for a vehicle configured to perform. 6. The heartbeat detecting means for detecting the actual heartbeat of the driver according to claim 5, wherein the doze state detecting means comprises the actual heartbeat based on the actual heartbeat detected by the heartbeat detecting means. A control device for a vehicle configured to calculate a heartbeat fluctuation amount, which is a degree of fluctuation in the number, and detect a driver's dozing state based on the heartbeat fluctuation amount. 7. The steering state quantity detecting means for detecting the steering steering state quantity of the driver according to claim 5, wherein the doze state detecting means is the steering operation state quantity detected by the steering state quantity detecting means. A vehicle controller configured to detect a driver's dozing state, based on the vehicle. 8. The state of motion of the vehicle or driver
The motion state quantity detection means for detecting and the motion state quantity detected by the motion state quantity detection means
Based on the control means for controlling the movement of the vehicle, and the control means for changing the movement of the vehicle at predetermined intervals.
Addition of variation to the control amount of the stage at the above-mentioned predetermined period
And means, and meteorological condition detecting means for detecting a weather condition, when a weather condition adverse conditions detected by the weather conditions detection means, and a change making inhibiting means for inhibiting the application of variations due to the change making means the control device of <br/> vehicle, characterized in that are. 9. The amount of motion of a vehicle or driver
The motion state quantity detection means for detecting and the motion state quantity detected by the motion state quantity detection means
Based on the control means for controlling the movement of the vehicle, and the control means for changing the movement of the vehicle at predetermined intervals.
Addition of variation to the control amount of the stage at the above-mentioned predetermined period
And means, said control means, the steering of the front wheels or rear wheels is intended to separately steering control, change making means,
Characterized by adding variation to the turning motion of the vehicle
The vehicle control device. 10. The vehicle control according to claim 1, wherein the control means controls the opening degree of the throttle valve of the engine, and the fluctuation imparting means imparts fluctuation to the longitudinal movement of the vehicle. apparatus. 11. The control of a vehicle according to claim 1, wherein the variation giving means has an upper limit value of the variation width of the control amount, and is configured to give a variation within a range not exceeding the upper limit value. apparatus.